Attachment for internal combustion engines



July 5, 1938. c

ATTACHMENT FbR INTERNAL COMBUSTION ENGINES Filed Match 2, 1934 FROM GOVERNOR 01v ENG/NE ATTORNEY6 iNVENTOR W llllllllllll I to Patented July 5, 1938 UNITED STATES PATENT OFFICE ATTACHMENT FOR INTERNAL COMBUS- 6 Claims.

This invention relates to an internal combustion engine and is particularly useful when such engines are used for driving motor vehicles.

33; this invention the danger of black or unconsumed exhaust gases escaping from the engine when the vehicle is being decelerated is greatly decreased or entirely avoided automatically without necessitating any conscious effort on the part of the driver for that purpose, a considerable economy in the consumption of gasolene and oil is effected, and the dilution of crank case oil with gasolene is decreased.

In carrying out this invention a tubular air inlet is provided for the inlet or suction manifold of the engine and two valves in series are provided in this inlet. One of these valves is controlled by the speed of the engine and adjustments may be made so that it remains closed so long as the speed of the engine is below a predetermined minimum. The other valve in the air inlet is closed while the engine is idling or is in normal operation at either high or low speed. Provision may, however, be made for opening it automatically to some extent at high speeds to cause air or steam vapors to enter the intake manifold. It will ordinarily be opened when the operator applies the foot brake.

So long as one orboth of these valves is closed, air from the atmosphere is prevented from reaching the inlet manifold through the air inlet above mentioned, but air freely enters this manifold when both of said valves are open, thus breaking the vacuum and causing the mixture from the regular air inlet and the carbureter to cease flowing into the inlet manifold during the period when the two valves are open.

Means may also be provided by which the ignition is automatically cut out when not needed during the time no mixture of air and fuel is entering the inlet manifold.

The invention will be understood from the description in connection with the accompanying drawing in which Fig. 1 is a side view of an internal combustion engine with the attachment 0 in place; Fig. 2 is a section on an enlarged scale through the attachment; Fig. 3 is a side view of the attachment; Fig. 4 is a section partly broken away showing some of the details; Fig. 5 is a sectional view of a modification; and Fig. 6 is a section through an alternative device for operating one of the valves.

In the drawing reference character I indicates the block or casing of an internal combustion engine that is provided with an inlet manifold 2 with a connection 3 from a carbureter (not shown), and an outlet manifold 4.

In carrying out this invention a hole or opening is provided in the inlet manifold 2 and an inlet pipe or conduit 5 is attached by its flange 5 to the manifold over the opening, or a cylindrical or other shaped inlet is provided from the outside air into the inside of the inlet manifold in any other convenient way.

A valve I, which may be a butterfly type valve, is installed in the inlet 5 and is attached to a shaft 8 that is journalled in air-tight bearings in opposite sides of the inlet pipe 5 with both ends of this shaft 8 projecting short distances outside of the pipe or inlet. An arm 9 is attached to one end of the shaft 8 outside of the inlet 5 and a link or other connection Ill extends from the arm 9 to a foot brake pedal II of the automobile so that the valve 8 is opened when the foot brake pedal II is operated.

Another valve l2, which may be either like the valve I, or of a different type, is located in the inlet 5. The valve I2 is attached to the shaft I3 which extends through the inlet 5 and is journalled in air-tight bearings in opposite sides of the walls thereof. An arm I4 is attached to one end of the shaft I3 outside of the inlet 5 and a link or connection l5 extends from this arm to a governor on the engine shaft (not shown). This governor may be any of the well known sorts 30 to which the link I5 or other valve operating inechanism may be connected so as-to open this valve in accordance with the speed of the engine. The governor can be adjusted to operate the link I5. or other valve operating mechanism at or beyond any desired predetermined speed. Such governors are not a part of this invention and are therefore not illustrated.

An adjustable arm I6 (Fig. 3) is attached to the end of the shaft 8 opposite the arm 9 and is provided with a wiping contact IT at its outer or free end. A toothed sleeve I8 of insulating material is secured to the extending end of the shaft 8 (Fig. 4) and a washer I9 of insulating material and a nut 2!] are also provided as shown. The opening in the arm I6 which fits over the shaft 8 is made large enough to extend over the sleeve I8 and is provided with teeth corresponding to the teeth on the sleeve l8 so that this arm may be put upon the shaft 8 at any desired K adjusted position.

An adjustable arm 2| like the arm I6 is attached to the extending end of the shaft I3 oppo site the arm I4 and is provided with a wiping contact 2-2 at its free end. The arm 2| is connected to the shaft I3 in the same way as the arm I6 is connected to the shaft 8.

The arms I6 and 2I are provided with binding posts 23 and 24 respectively that are electrically connected to the Wiping contacts I! and 22 respectively. Branches 25 and 25 of a primary wire 21 are connected to the binding posts 23 and 24.

A metal bar 28 is secured on the outside of the inlet 5 and is insulated therefrom as indicated at 29 (Fig. 4). This metal bar 28 is located between the arms I6 and 2| in such a position that it is contacted by the contacts I! and 22 when the valves I and I2 are closed. A binding post 30 is connected to the bar 28 and a lead wire 3| leads from this binding post to the distributor (not shown) of the engine. The ignition circuit is broken when the valves I and I2 are open.

A connection 33 may extend from a pivot on the arm I4 intermediate its ends to a pivot 34 on the lever 35 on the shaft of the distributor 36 sothat the spark will be advanced and retarded in accordance with the speed of the engine.

In the modification shown in Fig. 5 the valve I2 is mounted to be opened in the opposite direction to the opening of this valve in Fig. 2. The arm I4 is provided with an extension 38 and carries an adjustable screw 39 near its outer end. The arm 9 is extended as indicated at 40 so that when the engine runs at a high speed the governor turns the arm I4 sufficiently to cause the screw 39 to contact with the portion 40 of the arm 9 and open the valve I slightly to admit air and thereby provide a leaner mixture of fuel and air at high speeds. The speed of the engine at which this takes place can be predetermined by setting the screw 39.

The valve I2 may be operated in accordance with the speed of the engine in other ways than by a governor driven by the engine. For example, the connection I5 may be connected to the piston rod I5 of a piston II that is moved by the change in the pressure of the oil in the crank case, as shown in Fig. 6. The-piston 4| is in the cylinder 12 which is connected by the tube 43 to the cylinder oil which is under pressure when the engine is running. The cylinder 42 is provided with a screw cap 44 between which and the piston M a compression spring 45 is installed to return the piston when the oil pressure is released.

The operation is as follows:

While the engine is stationary or idling the valves I and I2 will be in the positions shown in Figs. 2 and 3. After the engine is started and as soon as it reaches a predetermined speed, which can be controlled by setting the governor to which the link I5 is attached, the valve I2 is opened but no air enters the inlet manifold 2 through the inlet 5 as the valve I is still closed. When the engine is running above the minimum speed that will open the valve I2 and'the foot brake is applied, the valve I is opened, thus admitting air to'the inlet manifold and breaking the vacuum. This causes a cessation of feed of the combustion mixture from the carbureter and thus saves fuel and avoids the danger of fumes escaping from the exhaust. As soon as the engine slows down below the minimum speed for opening the valve I2, this valve closes, thus stopping the entry of air through the inlet 5 so that the engine will continue to run at idling speed even if the clutch is thrown out. Also, when both valves I and I2 are opened the arms I6 and 2I turn to positions where the contacts I! and 22 do not contact with the bar 28, thus cutting out the ignition. The

ignition will, however, be on so long as either valve 1 or I2 is closed.

Instead of having the valves I and I2 operated by link mechanisms I0 and I5, as illustrated, one or both of these valves may of course be operated in any other appropriate way.

I claim:

1. In an internal combustion engine, a vacuum breaking air inlet for the intake manifold of said engine, two valves in series in said inlet, one of said valves being opened by the operator and the other by said engine reaching a predetermined speed, said inlet and valves being of sufiicient size to admit enough air to break the vacuum in said manifold, when said valves are open, sufficiently to cause the fuel mixture to cease flowing into the intake manifold.

2. In an internal combustion engine, a vacuum breaking air inlet for the intake manifold of said engine, two valves in series in said inlet, one of said valves being opened by the operator when he applies the brake and the other by said engine reaching a predetermined speed, said inlet and valves being of sufficient size to admit enough air to break the vacuum in said manifold, when said valves are open, suificiently to cause the fuel mixture to cease flowing into the intake manifold.

3. In an internal combustion engine, a vacuum breaking air inlet for the intake manifold of said engine, two valves in series in said inlet, one of said valves being opened by the operator and the other by a connection to a governor on said engine, said inlet and valves being of sufiicient size to admit enough air to break the vacuum in said manifold, when said valves are open, sufficiently to cause the fuel mixture to cease flowing into the intake manifold.

4. In an internal combustion engine, a vacuum breaking air inlet for the intake manifold of said engine, two valves in series in said inlet, one of said valves being manually operated and the other one being open at all times when the speed of said engine is above a predetermined minimum, said inlet and valves being of sufficient size to admit enough air to break the vacuum in said manifold, when said valves are open, sufficiently to cause the fuel mixture to cease flowing into the intake manifold.

5. In an internal combustion engine, a vacuum breaking air inlet for the intake manifold of said engine, two valves in series in said inlet, one of said valves being opened by the operator and the other by said engine reaching a predetermined speed, said inlet and valves being of sufficient size to admit enough air to break the vacuum in said manifold, when said valves are open, sufficiently to cause the fuel mixture to cease flowing into the intake manifold, and means whereby the ignition for said engine is cut off by opening said Valves.

6. In an internal combustion engine, a vacuum breaking air inlet for the intake manifold of said engine, two valves in series in said inlet, one of said valves being opened by the operator and the other by said engine reaching a predetermined speed, said inlet and valves being of sufficient size to admit enough air to break the vacuum in said manifold, when said valves are open, sufficiently to cause the fuel mixture to cease flowing into the intake manifold, and means whereby the ignition for said engine is cut off by opening said valves, said means being adjustable with respect to said valves.

. MAX DACH. 

